Fluid-motor.



No. 739,405. PATBNTBD SEPT. 22,1903.

- w. E. BWALD,

FLUID MOTOR.

APPLICATION FI LED AUG. 27, 1900. RENEWED JUNE 15, 1903.

N0 MODEL. 3 SHEET8-BHEET 1.

4 \jiz'yi.

THE Norms ruins co. PHOTg-LITNQ. WASHINGTON m c No. 739,405. I PATENTEDSEPT; 22, 1903* I W. E. EWALD. FLUID MOTOR.

APPLIOATIbN I ILED AUG. 2'7, 19110. RENEWED JUIE 15, 1903.

3 SHEETS-SHEET 2.

R0 MODEL.

No. 739,405. PATENTED SEPT. 22, 1903.

FLUID MOTOR.

APPLICATION FILED AUG. 27, 1900. RENEWED JUNE 15,1903. I

I0 MODEL. I 3 SHEETS-SHEET 3.

UNITED oa'oL nrou, iiowA.

Patented September 22, 1903.

PATENT OFFICE.

FLUID- Moron.

srnorrroacrron forming ater Letters pate t No. 739,405,v dated September22, 1903. Application filed August 27, 1900. Renewed June 15, 1903.Serial No. 161,483. (No model) ToaZZ whom it may concern:

Be it known that I, WILLIAM E.'EWALD, a citizen of the United' States,residing at Ohicago, in the county of'Cook and State of Illinois, haveinvented a certain new and useful Improvement in Fluid-Motors, of whichthe following'is a full,'clear, concise, and exact description,reference being had to theaccom panyingdrawings,formingapart ofthisspeci- My invention relates to internal-combustion engines, and has forits object the provision of certain features of improvement tending tosecure increased efficiency,and par-,

ticularly to provide i-mproved mechanism for controlling the admissionand exhaust, it be ing aspecial object of my inventiont'o pro{ vide asimple and efficient form of combined admission and exhaustvalve-andcarburetor. To the attainment of the foregoing and other useful ends,the engine-casing is preferably constructed of a plurality of sections,so as to provide oppositely-arranged cylinders, andthe'multiple-cylinder engine thus provided is preferably constructedwith oppositely-arranged pistons connected for simultaneousreciprocation. Each cylinder is provided with a valve which ispreferably hollow or tubular in form and which is adap t-.

ed to serve as a combined admission and exhaust valve and carbureter.Each valve is preferably arranged transversely at the end of itsallotted cylinder and isadaptedfor re: ciprocation orback-and-forth-movement to an" extent sufficient to open and close thecommon admission and exhaust port. The interior of each valve is adaptedto serve as a carbure'ting or mixing chamber. In this way the bore ofeach valve serves alternately as 0 an admission and exhaust passage, theexhaust heating the valve, and thereby insuring' a proper mixing of theair and hydrocar bon vapor. The crank-shafts, which preferably'extendtransversely through the enginecasing, may bev suitably connected" withacounter-shaft, and the lattercan be provided with cams or other likedevices for operating the said valves. Preferably these valves areactuated by said cams through the medium of suitable fulcrum-levers. Inthis way the combined admission and exhaust valves and carburetors aresuitably actuated from the counter-shaft, which is rotated by theoppositely-arranged pistons. Suitable throttlevalves can be employed forcontrolling the flow of oil to the valves, which are intermit- 'tentlyoperated orreciprocated .for the pur pose of admitting oil to the boreof each valve.

The nature and advantages of my invention will, however, hereinaftermore fully ap- 6o pear.

In the accompanying drawings, Figure 1 is a side elevation "of'an engineembodying the principles of my invention. Fig. 2 is a plan of thesame-"Fig; 3 is a vertical longitudinalsection through the engine shownin Figs. 1 made. Fig. 4 is an enlarged sectional view fiof one of thevalves and adjacent parts, the

section on line Y Y in Fig. 8 Fig. ll-is a diagrammaticv-iewillustrating the electrical -connec'tio'ns"and devices for igniting themotive fluid. Fig. 12 is a cross-sectional view 8:

illustrating the manner of casting or forming two cylinder-casingsintegral, the two cranks in such case being set at opposite points and lof the two sections.

at explosion occurring at each half-revolution.

As thus illustrated, my invention comprises a 'bodyor cylinder-casing A,composed oftwo sections 1 and 2 and adapted to provideoppositely-arranged combustion-chambers a and a. 'The trunk-pistons Band B are arranged go for reciprocation in said chambers and are rigidlyconnected byr'ods b. A crank-shaft 0 extends through the casing at thejuncture The abutting or opposing ends of said sections are formed toprovide journal boxes or bearings D, the crankshaft being supported inthese bearings and the bolts or screws (1 holding the two sectionstogether. A pitman or rod 12 connects thepiston B directly with thecrank 0'. With this construction and arrangement the shaft can beremoved by uncoupling the two sections, and, furthermore, thecylinder-heads can be cast integral with the casing; also. thearrangement tends to secure rigidity and strength. The pitman ispreferably of a length to avoid side thrust or binding on the part ofthe piston, it being understood that the shorter the pitman the greaterthe tendency toward cramping or binding. However, with my improvedconstruction and arrangement the pistons reciprocate smoothly, thepiston B coming close to the shaft 0, and as a further advantage thearrangement permits of a material reduction in the length of the engine.The two oppositely-arranged cylinders are provided with passages a and aeach of which serves alternately as an admission and exhaust port. Theseports or passages are cont-rolled by valve E and E, arrangedtransversely at each end of the easing. As the two valves are exactlyalike, a description of one will suffice for both. The valve E, forexample, is tubular in form, being provided with a head 6, adapted toengage a valve-seat a in the casing. A series of small ducts or passages8' open laterally through the valve immediately above the head 6. Theupper end of the valve is provided with openings e and a stem 6 Thevalve is held normally seated by a spring e", which is arranged betweenthe casing and a a pin e inserted through the upper portion of thevalve, and the lower portion of the Valve is provided with apacking-ring e and a lateral port or opening c. It will be observed thatthe valve is mounted for reciprocation in projecting portions on the endof the cylinder. The lower of these projections is formed with athreaded boss a adapted to receive a throttle-valve F. This valvecontrols the admission of oil through the duct a, it being observed thatthis duct is normally closed by the packing-ring on the valve. The valvehas three operative positionsviz. a normal or seated position, anextreme down- Ward position, in which case the port 6 registers withduct a, as shown in Fig. 3, and an intermediate position, as illustratedby Fig. 4. The normal or closed condition of the valve occurs duringcompression and explosion. After explosion and upon the return stroke ofthe piston the valve moves downward to its intermediate position. Inthis position the ducts e are open and the exhaust takes place throughthe interior of the valve. At the next stroke of the piston the valvemoves on to its extreme downward position, and at this juncture both airand oilentertheinteriorof the valve. The movement of the piston drawsthe air through the valve and into the combustion-chamber. As the airpasses through the heated valve it becomes mixed or carbureted with thevaporized oil. In this Waythe valve serves as a combined admission andexhaust valve and carbureter. In Fig. 3 the pistons are shown to theright and the valves are positioned accordingly that is to say, valve Eis closed to permit compression, while valve E is admitting motive fluidto chamber a. An explosion now occurring in chamber a, the piston willmove to the left, compressing the motive fluid in chamber a, the valve Ebeing closed, and at the end of this stroke an explosion will take placein chamber a. The expansion of motive fluid in chamber'ct will move thepistons to the position shown in Fig. 3, the exhaust from chamber aescaping through the valve E, which is now partly open. In this way itwill be seen that two explosions have occurred during the completerevolution of the crank-shaft and that no explosions will take placeduring the next revolution. In other words, there are two explosionsevery other revolution, and when two engines are provided the casingsbeing formed integral, as shown in Fig. 12, and the two cranks being setat opposite points then there will be an explosion everyhalf-revolution. Receiving an impulse at every halfturn, the rotation ofthe shaft is in no way dependent upon momentum. This makes it possibleto reduce vibration, as four light explosions are made to do the work ofthe usual single heavy explosion.

In the present embodiment of my invention the valves are operated bylevers G and G. A shaft II is gear-connected with the crankshaft O. Thecams hand 71,, mounted upon said shaft, are engaged by the ends of saidlevers, and in this way the valves are operated from the crank-shaft,the gearing being such that shaft H revolves once to the crankshaftstwice. The valve-stems are preferably engaged by screws g, which can betightened to take up wear. If desired, the cams can be set so as tocause an explosion every revolution, which would be preferable when onlythe two pistons and a single crank are employed. However, when fourpistons and two cranks are employed, as previously described, I preferto set the cams as shown in Fig. 3. Any suitable form of igniting devicemay be employed for effecting the explosions. For example, the pistoncan be provided with a finger I, adapted to contact with a similarfinger I, mounted in insulation on.the cylinder. A wheel on shaft II canbe provided with a projection 7L2, and an insulated brush J can bearranged to make contact with this projection at each revolution of thewheel. The brush J and the finger I are arranged in circuit with abattery K. With this arrangement the circuit will be closed through theigniter at the proper time and sparking will occur only when necessaryto ignite the fluid. It will be observed that the circuit is completedthrough the wheel, shaft, casing, and piston. I

From the foregoing it will be seen that my invention is simple andinexpensive of manufacture and that it is particularly adapted for useon automobiles and motor-cycles. I

desire, however, to cover it broadly and do not, therefore, limit myselfto the precise construction shown and described.

What I claim as my invention is- 1. In an internal-combustion engine,the

combination of a reciprocating piston, a cylof the valve, and the innerend of said valve being adapted to permit the air to enter said cylinderport or opening and pass into the cylinder, substantially as described.

I 2. In an internal-combustion engine, the combination of a suitablepiston, a cylinder inclosing said piston'and provided with a port oropening, a combined admission and exhaust valve adapted and arranged tocontrol said port or opening, said valve having a port or passagethrough which the oil is allowed to flow in entering the cylinder andthrough which the exhaust passes in an opposite direction in escapingfrom the cylinder, and means whereby said valve is actuated by themovement of saidpiston, the valve having an intermittent reciprocatingmovement, substantially as described. I

3. In an internal-combustion engine, the combination of a pair ofoppositely-arranged pistons, a'crank-shaft extending between saidpistons, a cylinder-casing inclosing said pistons, a pair of combinedadmission and exhaust valves and carburetors adapted and arranged tocontrol the admission and exhaust to the two cylinders provided by saidcasing, and a suitable connection between said shaft and said valve,whereby the Valves are actuated by the reciprocating movement of thepistons, substantially as described.

4. In an internal-combustion engine, the combination of a pair ofoppositely-arranged pistons, a crank-shaft arranged between saidpistons, an engine-casing composed of two sections and adapted toprovide a cylinder for each piston, said shaft extending transverselythrough the casing at the line of j uncture of said sections, a pair ofcombined admission and exhaust valves adapted and arranged to controlthe admission and exhaust to and from said cylinders, said valves beingarranged transversely at each end of said engine-casing, anda suitableconnection between said valves and said shaft, whereby the valves arereciprocated alternately by the back-and-forth movement of the saidpistons, substantially as described.

5. In an internal-combustion engine, the combination of a pair ofrigidly-connected oppositely-arranged pistons, a crank-shaft exretersadapted and arranged to control the admission and exhaust to and fromsaid cylinders, said valves being provided with passages which servealternately as admission and exhaust passages, and a suitable connectionbetween said valves and said shaft, whereby the valves are opened andclosed'alternately by the bodily back-aud-forth movement of the tworigidly-connected pistons,substantially as described.

6. In an internal-combustion engine, the combination of a plurality ofoppositely-arranged pistons and cylinders, a crank-shaft Iarrangedbetween said pistons, a plurality of combined admission and exhaustvalves adapted and arranged to control the admism .sion and exhaust toand from said cylinders, said valves being provided with passagesadapted toserve alternately as admission and exhaust passages,throttle-valves for controlling the flow of oil to said valves,asuitable connection between said shaft and said valves, whereby thevalves are actuated alternately by the movement of'said pistons, andsprings adapted and applied for holding the. valves normally closed,substantially as and for the purpose set forth.

7. In an internal-combustion engine, the combination of a plurality ofoppositely-ar ranged pistons and cylinders, a crank-shaft arrangedbetween said pistons, a plurality of combined admission and exhaustvalves for controlling the admission and exhaust to and from saidcylinders, a counter-shaft gear-connected with said crank-shaft andprovided with cams, and a plurality of pivoted levers having their outerends arranged to engage said valves and their inner ends adapted toengage said cams, whereby the valves are actuated alternately by thebackand -forth movement of said pistons,substan tially as described.

8. In an internal-combustion engine, the combination of a reciprocatingvalve adapted to control both the admission and exhaust, said valvebeing provided with a bore or longitudinal passage serving alternatelyas an admission and exhaust passage, the end of said valve being opentopermit the exhaust to escape directly into the atmosphere, areciprocating piston, and a cylinder inclosing said piston and providedwith a port or opening controlled by said valve, substantially asdescribed. V

9. In an internal-combustion engine, the combination of a reciprocatingpiston, a casing inclosing said piston and provided with a suitable portor opening, and a combined reciprocating admission and exhaust valve andcarburetor adapted and arranged to control said port or opening, saidvalve being constructed with a longitudinal bore or opening adapted toserve as a carbureting or mixing chamber together with a suitableoil-supply passage, substantially as described.

10. 'In an internal-combustion engine, the combination of areciprocating piston, 2. cyl

7 &

inder inclosing said piston and provided with a suitable port oradmission and exhaust opening, a tubular valve provided at its in nerclosed end with lateral ports or openings adapted to serve alternatelyas admission and exhaust passages, said valve being arranged to controlthe said port or admission and exhaust opening in the cylinder, meansfor conducting oil to said valve, the bore of the latter being adaptedto serve as a carbureting or also as an exhaust-passage together withasuitable oil-supply passage, substantially as described.

12. In an internal-combustion engine, the combination of a reciprocatingpiston, a cylinderinclosing said piston and having a suitable port oropening,and aholloW or tubular valve adapted and arranged to controlsaid port or opening, the bore or longitudinal passage in said valvebeing adapted to serve as a carbureting or mixing chamber, and theexhaust from the engine passing through said bore and escaping from theopen end of said valve together with a suitable oil-supply passage,substantially as described.

13. In an internal-combustion engine, the combination of a reciprocatingpiston, a cylinder inclosing said piston and having a suitable port oropening, and a tubular valve controlling said port or opening, saidvalve being provided with a longitudinal opening adapted to afford anexhaust-passage, the exhaust passing through said passage and es capingfrom the open end of the valve, and a valve-casing provided with anoil-admission passage controlled by said valve, substantially asdescribed. I

14. In an internal-combustion engine, the combination of a reciprocatingpiston, a cylinder-casing inclosing said piston and having a single portor admission and exhaust opening, and a combined admission and exhaustvalve and carbureter having its closed inner end provided with aplurality of lateral ports or openings adapted to serve alternately asadmission and exhaust openings, the interior of said valve being adaptedto serve as a carbureting or mixing chamber, the said valve beingprovided at its side with a port or opening for admitting oil orhydrocarbon to the said mixing or carbureti'ng chamber, means forconducting oil or hydrocarbon to the said port or opening in the valvewhich admits the oil toits interior, and means whereby said valve isactuated by the movement of said piston, substantially as described.

15. In an internal-combustion engine, the combination of a reciprocatingpiston, a cylinder inclosing said piston and provided with asuitableport oropening, and a reciprocating tubular valve adapted and arrangedto control said port or opening, said valve being provided externallywith a suitable packing-ring for cutting off the admission of oil to theinterior of said valve, and said valve being provided with both lateraland longitudinal openings or passages adapted to serve alternately as admission and exhaust passages, substantially as described.

In Witness whereof I hereunto subscribe my name this 22d day of August,A. D. 1900.

.WILLIAM E. EWALD.

Witnesses:

CHARLES G. MASON, WM. B. DAVIES.

